JP4773306B2 - Program and simulation device - Google Patents

Description

  The present invention relates to a simulation apparatus and the like.

By using the data collected by automatic ticket gates as the basis for simulating train schedules and operation management, etc. Patent Document 1 discloses an invention capable of performing a highly accurate simulation using high data.
JP 2002-187551 A

  However, the invention disclosed in Patent Document 1 is an invention related to data that is the basis of simulation. For this reason, the simulation disclosed in Patent Document 1 shifts the commuting / commuting time of a predetermined percentage of all passengers based on the tabulated personnel data and the inter-station mutual passenger data. Or an outline of a simulation method using the total value of the aggregated data, such as increasing or decreasing the total number of passengers by a predetermined ratio, and a specific processing method is not disclosed. That is, the data that is the basis of the simulation is accurate data collected by the automatic ticket checker, but the simulation itself is only a simulation using the total value of the aggregated data. In other words, even if the data used for the simulation is accurate, if the accuracy of the simulation process itself is not good, the resulting accuracy will be degraded, so a highly accurate simulation is required.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to realize a more accurate simulation.

The first invention for solving the above-described problems is
Clocking means (for example, CPU 100 in FIG. 1; steps A1 and A21 in FIG. 26) for timing the simulation time every moment;
Calculate train connections between stations that satisfy a predetermined optimum transit condition at the timing start time of the time measuring means based on given timetable data that defines the operation time including at least the arrival and departure times of each train station. Time-of-time start time train transit calculation means (for example, train transit creation unit 130 in FIG. 1; step A7 in FIG. 26),
Latest train connection storage means (for example, RAM 600 in FIG. 1) for storing the calculated train connection between the stations as the latest train connection (for example, train connection data 614 in FIG. 6),
Train virtual operation control means (for example, operation control unit 120 in FIG. 1; step D5 in FIG. 29, FIG. 29), which controls virtual operation of each train along the diagram data according to the simulation time measured by the time measuring means. 30 steps E21),
Arrival / departure detection means for detecting that any train operated by the train virtual operation control means has arrived or departed at any station at the current simulation time measured by the time measuring means (for example, Operation control unit 120 in FIG. 1; step D1 in FIG. 29, step E1 in FIG. 30),
When detection by the arrival / departure detection means is made, the latest train connection between the stations that satisfies the optimum transit condition with the detected arrival station as a starting point and another station as a destination station is the latest. The latest train transit update means (for example, the train transit creation unit 130 of FIG. 1) that calculates the train connection and updates the train transit between the corresponding stations stored in the latest train transit storage means; 29 step D9, FIG. 3 step E7),
Passenger appearance means (for example, passenger management unit 110 in FIG. 1; step A11 in FIG. 26) for causing a virtual passenger in which a departure station and a destination station are set to appear at the departure station one after another.
When a new virtual passenger appears by the passenger appearance means, the departure station and the destination station of the virtual passenger stored in the latest train connection storage means at the time of departure as the train connection of the virtual passenger Passenger-specific train connection setting means (for example, passenger management unit 110 in FIG. 1; step C5 in FIG. 28) for setting a train connection between
When the detection is made by the arrival / departure detection means, the train connection set for each of the virtual passenger staying at the detected arrival station and the virtual passenger boarding the train that has arrived and departed Train-by-passenger updating means for each passenger that updates the train connection from the station to the destination station of the virtual passenger to the train connection between the stations stored in the latest train connection ( For example, the passenger management unit 110 in FIG. 1; step D11 in FIG. 29, step E9 in FIG. 30),
When the detection by the arrival / departure detection means is made, according to the train connection updated by the train-by-passenger update means, the virtual passenger staying at the detected arrival station has arrived A virtual passenger boarding / alighting control means (for example, a passenger management unit in FIG. 1) that determines whether or not a boarding / exiting a train and whether or not a virtual passenger boarding the train is getting off and controlling the boarding / alighting of the virtual passenger to / from the train. 110; Step E11) of FIG.
Passenger management means (for example, passenger management unit 110 in FIG. 1) for managing virtual passengers boarding each train according to the boarding / alighting control of the virtual passenger boarding / alighting control means,
As a program for causing the computer to function (for example, the simulation program 510 in FIG. 1).

In addition, the ninth invention,
A time measuring means for measuring the simulation time every moment,
Calculate train connections between stations that satisfy a predetermined optimum transit condition at the timing start time of the time measuring means based on given timetable data that defines the operation time including at least the arrival and departure times of each train station. A train connection calculating means for timing start time to
Latest train connection storage means for storing the train connection between the calculated stations as the latest train connection;
Train virtual operation control means for controlling virtual operation of each train along the diagram data according to the simulation time measured by the time measuring means,
At the current simulation time being timed by the time measuring means, the arrival and departure detection means for detecting that any train operated by the train virtual operation control means has arrived or departed at any station, and
When detection by the arrival / departure detection means is made, the latest train connection between the stations that satisfies the optimum transit condition with the detected arrival station as a starting point and another station as a destination station is the latest. Latest train connection update means for calculating train connections and updating train connections between corresponding stations stored in the latest train connection storage means;
Passenger appearance means for causing a virtual passenger set with a departure station and a destination station to appear at the departure station sequentially,
When a new virtual passenger appears by the passenger appearance means, the departure station and the destination station of the virtual passenger stored in the latest train connection storage means at the time of departure as the train connection of the virtual passenger Train connection setting means for each passenger to set the train connection between,
When the detection is made by the arrival / departure detection means, the train connection set for each of the virtual passenger staying at the detected arrival station and the virtual passenger boarding the train that has arrived and departed Train-by-passenger updating means for each passenger that updates the train connection from the station to the destination station of the virtual passenger to the train connection between the stations stored in the latest train connection, and ,
When the detection by the arrival / departure detection means is made, according to the train connection updated by the train-by-passenger update means, the virtual passenger staying at the detected arrival station has arrived A virtual passenger boarding / alighting control means for determining whether or not to board the train, and whether or not the virtual passenger boarding the train is to get off, and controlling the boarding / alighting of the virtual passenger to / from the train,
Passenger management means for managing virtual passengers boarding each train according to the boarding / alighting control of the virtual passenger boarding / alighting control means,
Is a simulation apparatus (for example, the simulation apparatus 1 in FIG. 1).

  According to the first or ninth invention, at the current simulation time, which is timed from time to time, any train has arrived or departed from any station due to virtual train operation in accordance with the diagram data. Is detected, the train connection that satisfies the optimum transit condition starting from the detected arrival station and having the other station as the destination station is calculated, and is stored in the latest train transit storage means Updated as the latest train connection between. Therefore, it can be said that the train connection stored in the latest train connection storage means is the optimum train connection at the current simulation time which is time-measured every moment.

  Then, each one of the virtual passengers whose departure station and destination station are set by the passenger appearance means appear at the departure station one by one, and the train connection setting means for each passenger, the train connection updating means for each passenger, and the virtual passenger boarding / exiting One virtual passenger is controlled by the control means. That is, when a virtual passenger appears, the train connection between the departure station and the destination station of the virtual passenger stored in the latest train transit storage means at the time of departure is set for the virtual passenger, and the arrival and departure detection means Of the train connection set for each of the virtual passengers staying at the detected arrival and departure stations and the virtual passengers riding on the arrival and departure trains. The train connection from the starting point to the destination station of the virtual passenger is updated to the train connection between the stations stored in the latest train connection storage means.

  As a result, the train connection of each virtual passenger is made when the virtual passenger appears, arrival and departure of the train to the station where the virtual passenger has stayed, and to each station of the train on which the virtual passenger was boarding The train will be updated and set to the latest train connection according to the arrival and departure of the train, and it will be the optimal train connection at the current simulation time that is timed from time to time. The virtual passenger boarding / alighting control means controls the boarding / alighting of each virtual passenger according to the latest and optimum train connection at the current simulation time.

  Therefore, by accurately calculating the optimal train connections between stations that change according to the simulation time and the virtual operation of the train from time to time, and applying it to each virtual passenger one by one, extremely accurate A good simulation can be realized.

As a second invention, there is provided a program according to the first invention,
The computer functions as virtual boarding / alighting time calculation means (for example, the operation control unit 120 in FIG. 1; step E15 in FIG. 30) for calculating the virtual boarding / alighting time for the virtual passenger boarding / alighting on the train by the virtual passenger boarding / alighting control means. Let
The train virtual operation control means, based on the virtual boarding / alighting time calculated by the virtual boarding / alighting time calculation means, delays the boarding / alighting time adaptation means for delaying the departure time of the train defined in the diagram data (for example, FIG. 1). It is good also as a program for making the said computer function so that it may have the operation control part 120 of FIG. 30; step E25 of FIG.

  According to the second aspect of the invention, the virtual boarding / alighting time for the virtual passenger getting on and off the train is calculated, and the control for delaying the departure time of the train defined in the diagram data based on the calculated virtual boarding / alighting time. Made. Therefore, the virtual operation control of the train which faithfully reflects the passenger's getting-on / off time can be realized.

A third invention is a program according to the first or second invention,
The train virtual operation control means is an operation restriction adaptation means for controlling the train operation by changing the arrival time of each station of each train defined in the diagram data so as to satisfy a predetermined train operation constraint condition ( For example, it is good also as a program for functioning the said computer so that it may have the operation control part 120 of FIG. 1; step E25 of FIG.

  Here, the train operation constraint condition is a constraint condition on train operation such as securing a train departure / arrival time interval or securing a turn-back time for a predetermined time. According to the third aspect of the invention, the train operation is controlled by varying the arrival time at each station of each train defined in the diagram data so as to satisfy a predetermined train operation constraint condition. Therefore, virtual train operation control that faithfully reproduces and reflects restrictions on train operation is realized, and as a result, accurate simulation is realized.

A fourth invention is a program according to any one of the first to third inventions,
Causing the computer to function as boarding position setting means (for example, passenger management unit 110 in FIG. 1; step C3 in FIG. 28) for setting the boarding position of each virtual passenger appearing by the passenger appearance means;
When the passenger management means gets on the boarding position set by the boarding position setting means when the virtual passenger gets on the train by the virtual passenger boarding / alighting control means, a virtual passenger for each boarding position of each train is obtained. Function the computer to manage,
It may be a program for

  According to this fourth invention, the boarding position of each appearing virtual passenger is set, and when the virtual passenger gets on the train, the virtual passenger for each boarding position of each train is obtained by getting on the set boarding position. Passengers are managed. In other words, it is possible to set the boarding position as well as make the virtual passenger appear at the departure station.For example, it is possible to simulate the virtual passenger boarding at an appropriate position such as near the ticket gate of the departure station or the destination station. Can do. And since the virtual passenger boarding each train is managed for every boarding position, the number of boarding persons etc. can be calculated for every position of each train.

A fifth invention is a program according to any one of the first to fourth inventions,
Action attribute setting means (for example, passenger management unit 110 in FIG. 1) that sets any one of the plurality of action attributes having different optimal transit conditions for each virtual passenger that appears by the passenger appearance means. ; Causing the computer to function as step C1) of FIG.
The time counting start time train transit calculation means and the latest train transit change means allow the computer to function so as to calculate a train transit satisfying a corresponding optimum transit condition for each behavior attribute,
The computer so that the train-by-passenger setting means and the passenger-by-passenger train connection updating means set the train connection corresponding to the behavior attribute set for the virtual passenger as the train connection of the virtual passenger. It is good also as a program for functioning.

  According to the fifth aspect of the present invention, the optimal transit condition corresponding to each behavior attribute is set for each virtual passenger in which any behavior attribute of a plurality of behavior attributes having different optimum transit conditions appears. A satisfactory train connection is calculated, and the train connection corresponding to the behavior attribute set for the virtual passenger is set as the train connection of the virtual passenger. As a result, for example, different optimizations such as a transfer avoidance type (a type that optimizes the train connection that minimizes the number of transfers) and an earliest arrival type (a type that optimizes the train connection that arrives at the destination station the earliest) It is possible to simulate a passenger according to a plurality of types of behavior attributes of transit conditions, and the accuracy of the simulation can be further improved.

A sixth invention is a program according to any one of the first to fifth inventions,
The diagram diagram based on the diagram data and the actual diagram diagram based on the operation results of each train operated by the train virtual operation control means are displayed and controlled in a superimposed manner, and the simulation time measured by the time measuring means The computer is caused to function as a diagram display control means (for example, the screen display control unit 150 in FIG. 1; step A5 in FIG. 26, step G1 in FIG. 32) that sequentially updates and displays the actual diagram as the progress proceeds. It may be a program for

  According to the sixth aspect of the invention, the diagram based on the diagram data and the results diagram based on the operation results of each train that has been operated are displayed and controlled in a superimposed manner, and the time of the simulation time being measured is advanced. At the same time, the results diagram is sequentially updated and displayed. Therefore, on the diagram, it is possible to display in an easy-to-understand manner where the simulation time is currently located, and what kind of train operation has been performed on the actual diagram after the simulation is completed.

Further, as a seventh invention, there is provided a program according to any one of the first to sixth inventions,
Train selection means (for example, the input unit 200 in FIG. 1; step G19 in FIG. 32) for selecting a train in the diagram diagram and the actual diagram diagram that are displayed and controlled by the diagram diagram display control means according to the user's selection operation;
Based on the management content of the passenger management means, the list and / or the number of virtual passengers on the selected train are displayed and controlled, and the display content of the simulation time being timed by the time measuring means is displayed. Passenger display control means (for example, screen display control unit 150 in FIG. 1; steps G21 and G5 in FIG. 32) that sequentially updates in accordance with the progress,
As a program for causing the computer to function.

  According to the seventh aspect, according to the selection operation of the user, the display of the list and / or the number of virtual passengers on the selected train in the display-controlled diagram and the actual diagram are displayed and controlled. The display contents are sequentially updated in accordance with the progress of the simulation time that is being timed. Therefore, it is possible to easily select a list of virtual passengers on board and / or a train whose number of passengers wants to know, and the list and / or number of virtual passengers that are selected and displayed also match the progress of the simulation time. Therefore, it is possible to realize an easy-to-use simulation.

An eighth invention is a program according to any one of the first to seventh inventions,
The computer functions as invalid value calculation means (for example, invalid value calculator 140 in FIG. 1; step A25 in FIG. 26) for calculating an invalid value for the diamond data based on the movement history of each virtual passenger. It may be a program for

  According to the eighth aspect, the invalidity value for the diagram data is calculated based on the movement history of each virtual passenger. That is, since the invalid value of the diamond data can be calculated from the simulated movement history of each virtual passenger, it is possible to evaluate the diamond with high accuracy.

  According to the present invention, at the current simulation time which is timed every moment, it is detected that any train has arrived or departed from any station by virtual train operation along the diagram data. The latest train between the stations is calculated and the train connection satisfying the optimum transit condition starting from the detected arrival station and the other station as the destination station is stored in the latest train transit storage means. Updated as a transit. Therefore, it can be said that the train connection stored in the latest train connection storage means is the optimum train connection at the current simulation time which is time-measured every moment.

  Then, each one of the virtual passengers for which the departure station and the destination station are set by the passenger appearance means appear at the departure station, and the train connection setting means for each passenger, the train connection updating means for each passenger, the virtual passenger getting on and off. One virtual passenger is controlled by the control means. That is, when a virtual passenger appears, the train connection between the departure station and the destination station of the virtual passenger stored in the latest train transit storage means at the time of departure is set for the virtual passenger, and the arrival and departure detection means Of the train connection set for each of the virtual passengers staying at the detected arrival and departure stations and the virtual passengers riding on the arrival and departure trains. The train connection from the starting point to the destination station of the virtual passenger is updated to the train connection between the stations stored in the latest train connection storage means.

  As a result, the train connection of each virtual passenger is made when the virtual passenger appears, arrival and departure of the train to the station where the virtual passenger has stayed, and to each station of the train on which the virtual passenger was boarding The train will be updated and set to the latest train connection according to the arrival and departure of the train, and it will be the optimal train connection at the current simulation time that is timed from time to time. The virtual passenger boarding / alighting control means controls the boarding / alighting of each virtual passenger according to the latest and optimum train connection at the current simulation time.

  Therefore, by accurately calculating the optimal train connections between stations that change according to the simulation time and the virtual operation of the train from time to time, and applying it to each virtual passenger one by one, extremely accurate A good simulation can be realized.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

[Constitution]
FIG. 1 is a block diagram showing an internal configuration of a simulation apparatus 1 according to this embodiment. According to the figure, in the simulation apparatus 1, a CPU 100, an input unit 200, a display unit 300, a communication unit 400, a hard disk (storage device) 500, and a RAM 600 are connected to each other via a bus 10 so that data communication can be performed. It implement | achieves using the well-known computer system comprised.

  The CPU 100 transfers instructions and data to each unit constituting the simulation apparatus 1 based on programs and data stored in the hard disk 500 and the RAM 600, data input from the input unit 200, etc. Control and so on.

  The input unit 200 is an input device realized by, for example, a keyboard, a mouse, a touch panel, various switches, and the like, and outputs an input signal corresponding to an operation input to the CPU 100. The display unit 300 is a display device realized by, for example, an LCD (Liquid Crystal Display) or an ELD (Electronic Luminescent Display), and displays various screens based on display signals input from the CPU 100. The communication unit 400 is a communication device realized by, for example, a wireless communication module, a router, a modem, a TA, a wired communication cable jack, a control circuit, and the like, and performs data communication with an external device.

  The hard disk 500 stores a system program for realizing various functions for the CPU 100 to control the simulation apparatus 1 in an integrated manner, a program and data for realizing the simulation, and the like. In the present embodiment, a simulation program 510 is stored as a program, and plan diagram data 521, passenger appearance probability table 522, boarding position selection probability table 523, capacity data 524, and upper limit boarding rate data are stored as data. 525 is stored.

  The RAM 600 is used as a work area of the CPU 100, and temporarily stores programs and data read from the hard disk 500, calculation results executed in accordance with various programs, input signals from the input unit 200, and the like. In the present embodiment, the operation diagram data 611, the record diagram data 612, the passenger data 613, the train connection data 614, the train data 615, the passenger number data 621, the boarding / departure result data 622, and the boarding / exiting time data 623. And stay passenger data 624 and invalid value data 625 are stored.

  In the present embodiment, the CPU 100 includes a passenger management unit 110, an operation control unit 120, a train transit creation unit 130, an invalid value calculation unit 140, and a screen display control unit 150 as functional units. ing.

  The passenger management unit 110 manages each virtual passenger (hereinafter simply referred to as “passenger”) and controls the behavior thereof. Specifically, during the simulation, the appearance of passengers at each station in the target line is controlled in accordance with a passenger appearance probability table 522 that defines the appearance probability of passengers.

  FIG. 2 is a diagram illustrating an example of a data configuration of the passenger appearance probability table 522. According to the figure, the passenger appearance probability table 522 is prepared for each behavior attribute 522a, and for each time zone 522b, the passenger appearance probability (passenger per unit time) for each combination of the appearance station 522c and the destination station 522d. Equivalent to the number of appearances). That is, for each appearance station, the appearance probability of a passenger whose destination station is another station is defined. This probability of appearance is determined from, for example, passenger entry / exit time data collected by automated ticket gates installed at each station, boarding and exiting station data, etc. It is a value determined based on survey data such as the number of passengers between stations for each train and time zone.

  The behavior attribute 522a is a parameter that defines a transit condition for a train from a passenger departure station to a destination station. Here, it is assumed that either the “early train selection type” that selects the train that can reach the destination station earliest or the “transfer avoidance type” that selects a train that requires a small number of transfers even if a certain amount of time is required. The time zone 522b is a time zone obtained by dividing the entire time zone that can be the target of simulation including the operation from the start to the end of the operation within the target line section by a predetermined unit time such as 30 minutes. Further, the appearance station 522c and the destination station 522d are all the stations in the target line area of the simulation.

  For each behavior attribute, the passenger management unit 110 causes a passenger to appear at the appearance station according to the appearance probability for each combination of the appearance station and the destination station defined in the corresponding passenger appearance probability table 522. Specifically, for example, random numbers are generated according to the Poisson distribution based on the appearance probability, a virtual appearance time distribution of passengers is generated according to the generated random numbers, and the passengers appear according to the generated distribution of appearance times. Let

  FIG. 3 is a diagram illustrating an example of the distribution of the appearance times of passengers based on the passenger appearance probability table 522. In the figure, the distribution of passenger appearance times in minutes is shown with the horizontal axis as time. FIG. 11A shows the distribution of the appearance times of passengers whose destination station is A station and the destination station B station, that is, passengers whose destination station is station B in station A. FIG. The distribution of the appearance times of passengers whose station is an appearing station and whose destination station is C station, that is, passengers whose destination station is C station in A station is shown. In the figure, one passenger appears at each appearance time, but a plurality of passengers may appear at the same appearance time.

  Data about each passenger appearing by the passenger management unit 110 is stored in the passenger data 613. FIG. 4 is a diagram illustrating an example of the data configuration of the passenger data 613. According to the figure, passenger data 613 is generated for each passenger, and the corresponding passenger ID 613a, behavior attribute 613b, appearance station 613c, appearance time 613d, destination station 613e, boarding position 613f, and current situation 613g and the transfer plan 613h are stored.

  The boarding position 613f is a position when the passenger gets on the train, and is expressed in units of doors of the vehicle. The boarding position 613f is determined based on the boarding position selection probability table 523 when the passenger appears.

  FIG. 5A is a diagram illustrating an example of a data configuration of the boarding position selection probability table 523. According to FIG. 5A, the boarding position selection probability table 523 is prepared for each station 523a, and stores a selection probability 523c in association with each boarding position 523b. FIG. 6B is a diagram for explaining the principle of determining the selection probability. FIG. 4B shows a graph in which the horizontal axis represents the boarding position and the vertical axis represents the selection probability. Moreover, the schematic diagram of the train which has stopped at the platform along the horizontal axis direction is shown, and the correspondence between the boarding position and the position of the door of each vehicle in the formation is shown. In general, when a passenger gets on a train, there is a tendency to select a position close to a ticket gate or a staircase at a disembarking station. For this reason, the selection probability is determined to be higher as the position is closer to the stairs on the platform of the station.

  In addition, the platform structure such as the location of stairs and the like varies from station to station. For this reason, the boarding position selection probability table 523 is prepared for each station.

  The passenger management unit 110 probabilistically determines the boarding position of the passenger based on the boarding position selection probability table 523 corresponding to the destination station of the passenger.

  In the passenger data 613, the current status 613g is the current behavior status of the corresponding passenger, whether or not the user is on the train, the train number of the train if the user is on the bus, and the name of the station ( Station name) is stored.

  The transit plan 613h is a plan (plan) for transiting a train from the appearing station 613c to the destination station 613e. Specifically, the train number of the train to be boarded and the station name of the transit station are stored in time series. . The passenger's behavior is controlled in accordance with the transit plan 613h. The transit plan 613h is determined based on the train transit data 614 created and updated by the train transit creation unit 130 when the passenger appears. Then, as will be described later, it is updated as appropriate according to the operation status of the train, and finally becomes the actual track record (actual track record) of the passenger's train.

  FIG. 6 is a diagram illustrating an example of a data configuration of the train connection data 614. According to the figure, train connection data 614 is created for each behavior attribute 614a, and stores departure station 614b, destination station 614c, and train connection 614d in association with each other. The train connection 614d is a train connection from the corresponding departure station 614b to the destination station 614c, and stores a connection satisfying the optimal connection condition according to the corresponding action attribute. The train connection 614d is appropriately updated by the train connection creation unit 130 as described later, and is always the latest data.

  The passenger management unit 110 uses the train connection data 614 corresponding to the behavior attribute of the passenger to determine the train connection associated with the combination of the station where the passenger appeared (departure station) and the destination station. It will be a succession plan.

  In addition, the passenger management unit 110 receives a passenger of an arrived train (hereinafter referred to as “arrival train”) every time a train arrives at the station, that is, every time the operation control unit 120 determines that the train arrives at the station. For each staying passenger (passenger at the platform of the station) at the station where the arrival train arrived (hereinafter referred to as “arrival station”), the train connection data 614 is referred to, and the transfer plan after the arrival station Update. For example, when “21 train” arrives at “B station”, the part after “B station” of the set transit plan for each passenger of “21 train” and the staying passenger at “B station” Update.

  Here, the passenger of each train is determined with reference to the train data 615, and the staying passenger at each station is determined with reference to the staying passenger data 624.

FIG. 7 is a diagram illustrating an example of the data configuration of the train data 615. According to the figure, train data 615 is prepared for each train, and stores the corresponding train number 615a, operation section 615b, current operation status 615c, and passenger data 615d. The operation status 615c stores the name of the station where the vehicle is currently traveling or stopped, if the vehicle is traveling, and the name of the station where the vehicle is stopped if the vehicle is stopped. Passenger data 615d is data relating to the current passenger of the train, and stores for each vehicle 615e a boarding position 615f, a passenger 615g, an in-vehicle number 615h that is the total number of passengers, and a boarding rate 615i. is doing. The passenger 615g stores the corresponding passenger ID. Further, the boarding rate 615i is given by the following equation (1).
Boarding rate = number of passengers / capacity x 100 [%] (1)

  Here, the train capacity is stored in the capacity data 524. FIG. 8 shows an example of the data structure of the capacity data 524. According to the figure, capacity data 524 stores capacity 524b in association with each boarding position 524a.

  FIG. 9 is a diagram illustrating an example of a data configuration of the staying passenger data 624. According to the figure, the staying passenger data 624 stores staying passengers 624b and staying passengers 624c, which are the total number of staying passengers, in association with each station 624a. The staying passenger 624b stores the corresponding passenger ID. This staying passenger does not include passengers on a train that is stopped at a station.

  Each time the train departs, that is, every time the operation control unit 120 determines that the train departs, the passenger management unit 110 and passengers of the depart train (hereinafter referred to as “departure train”) For each staying passenger at the station where the train departs (hereinafter referred to as “departure station”), the transit plan after the departure station is updated with reference to the train transit data 614 in the same manner as at the time of arrival.

  Next, with reference to the passenger data 613, it is determined whether or not each passenger of the departure train gets off at the departure station, and the passenger who is determined to get off the train gets off at the departure station. That is, it is determined that a passenger whose departure station is set as a transfer station in the transit plan is to get off at the departure station. Then, the number of passengers who got off the train (the number of people getting off) is calculated for each boarding position.

In addition, the passenger management unit 110 refers to the passenger data 613 and determines whether or not each passenger staying at the departure station gets on the departure train. That is, it is determined that a passenger set as a train on which the departure train is to be boarded in the transit plan is to get on the departure train. Next, for each boarding position, the number of passengers determined to board the departure train (the number of people scheduled to board) is calculated, and a virtual boarding rate when all passengers determined to board the board are boarded is calculated. The virtual boarding rate is given by the following equation (2).
Virtual boarding rate = (number of passengers in arrival-number of people getting off + number of people scheduled to board) / number of passengers (2)

  Thereafter, for each boarding position, the calculated virtual boarding rate is compared with a predetermined upper limit boarding rate. As a result, if the calculated virtual boarding rate exceeds the upper limit boarding rate, the number of planned passengers whose virtual boarding rate is equal to or lower than the upper limit boarding rate, that is, the number of passengers who can board, is calculated, and passengers who are judged to board from that boarding position Only the calculated number of passengers that can be boarded is selected as a passenger to be actually boarded. Then, only the selected passenger is put on the departure train. On the other hand, if the calculated virtual boarding rate does not exceed the upper limit boarding rate, all passengers determined to board the vehicle are boarded on the departure train.

  Here, the upper limit boarding rate is stored in the upper limit boarding rate data 525. FIG. 10 is a diagram illustrating an example of a data configuration of the upper limit occupancy rate data 525. According to the figure, the upper limit occupancy rate data 525 stores the value of the upper limit occupancy rate.

  In addition, the number of passengers getting on and off from the departure train and the number of passengers are stored in the passenger number data 621. FIG. 11 is a diagram illustrating an example of a data configuration of the passenger boarding / alighting number data 621. According to the figure, the passenger number data 621 stores the number of passengers 621b at the time of arrival, the number of passengers 621c, and the number of passengers 621d for each boarding position 621a. The number of passengers 621b at arrival is the number of passengers at the time of arrival of the departure train (that is, before passengers get on and off).

  Further, the number of passengers getting off from the departure train and the number of passengers are stored in the boarding / exiting result data 622 as boarding / exiting results. FIG. 12 is a diagram illustrating an example of a data configuration of the boarding / exiting result data 622. According to the figure, the actual boarding / exiting data 622 is prepared for each train, stores the corresponding train number 622a, and the number of passengers getting off 622c and the number of passengers 622d for every station 622b in the operation section. The number of passengers 622e at the time of departure and the boarding rate 622f for the number of people at the time of departure are stored in association with each other. The number of passengers 622c, the number of passengers 622d, and the number of passengers 622e at the time of departure are the total number of persons for the entire organization, that is, the total number of persons for each boarding position.

  The operation control unit 120 controls the virtual operation of the train according to a predetermined schedule. Here, the plan diagram is stored as plan diagram data 521. FIG. 13 is a diagram showing an example of the data configuration of the plan diagram data 521. As shown in FIG. According to the figure, the plan diagram data 521 is prepared for each train, stores the corresponding train number 521a and the train type 521b, and arrives at the arrival time 521d for each station 521c in the operation section. The departure time 521e is stored in association with each other. The train type 521b is a classification according to a stop station such as each station stop or rapid, and a traveling direction such as up / down.

  Prior to the simulation, the operation control unit 120 uses the schedule of each train as an operation diagram, and controls the operation of the train based on this operation diagram. The operation diagram is stored as operation diagram data 611. FIG. 14 is a diagram illustrating an example of a data configuration of the operation diagram data 611. According to the figure, the operation diagram data 611 is prepared for each train, stores the corresponding train number 611a and the train type 611b, and arrives at the arrival time 611d for each station 611c in the operation section. The departure time 611e and the presence / absence of the departure update 611f are stored in association with each other.

  The departure update 611f is a parameter indicating whether or not a predetermined process is performed by the passenger management unit 110 when a train from a corresponding station departs. That is, every time a train departs from the station, that is, every time the operation control unit 120 determines that the train departs, the passenger management unit 110 performs processing such as updating the relevant passenger's transit plan and getting on and off the passenger from the train. Although it is performed, the departure update 611f indicates whether or not this processing has been performed. That is, “completed” is stored if the process is performed, and “not yet” is stored if it is not performed. Note that all of the outgoing update 611f are set to “not yet” when the operation diagram data 611 is generated.

  The operation control unit 120 determines whether or not the train can arrive at the corresponding station when the arrival time of the train based on the operation schedule is reached during the simulation. Specifically, based on the record schedule, if the preceding train at the station has already started and if a predetermined time has elapsed since the departure, it is determined that it can be reached. If arrival is possible, it is determined that the train will arrive, and the actual time schedule is updated with the current time as the actual arrival time. On the other hand, if arrival is not possible, the operation schedule is updated with the arrival time of the train delayed by a predetermined time (for example, 1 minute).

  The performance diagram is stored as performance diagram data 612. FIG. 15 is a diagram illustrating an example of a data configuration of the performance diagram data 612. According to the figure, the actual schedule data 612 is prepared for each train, stores the corresponding train number 612a and the train type 612b, and the actual arrival time 612d for each station 612c in the operation section. And the departure time 612e are stored in association with each other.

Moreover, the operation control part 120 will judge whether the said train is departed, when it becomes the departure time of the train based on an operation schedule. Specifically, based on the result of passenger boarding / exiting the train by the passenger management unit 110, the time required for boarding / exiting the passenger (boarding time) is calculated, and the departure train is departed from the calculated boarding / exiting time. Determine whether or not That is, with reference to the boarding / alighting person data 621 generated by the passenger management unit 110, the boarding / alighting time Tn is calculated according to the equation (3) from the in-car number y, the boarding person x1, and the boarding person x2 for each boarding position.
Tn = A (x1 + x2) ² + B (x1 + x2) + Cy (3)
In the above equation (3), A, B, and C are constants, for example, A = −0.0031, B = 0.7908, and C = 0.003.

  The calculated getting-on / off time Tn is stored in the getting-on / off time data 623. FIG. 16 is a diagram illustrating an example of a data configuration of the getting-on / off time data 623. According to the figure, the getting-on / off time data 623 stores the calculated getting-on / off time 623b in association with each boarding position 623a.

  The passenger management unit 110 sets the longest time Tn among the calculated getting-on / off times Tn for each boarding position as the getting-on / off time T of the departure train. Then, the calculated boarding / exiting time T is compared with the stoppage time on the operation schedule, and if the boarding / exiting time is shorter than or equal to the stoppage time, it is determined that the passenger boarding / exiting is completed within the stoppage time and the train is started. The record schedule is updated with the current time as the departure time of the record of the departure train. On the other hand, if the calculated boarding / exiting time T is longer than the stoppage time, it is determined that the boarding / exiting has not ended within the stoppage time and a delay has occurred, and the operation diagram is corrected in accordance with the generated delay.

  FIG. 17 is a diagram for explaining the correction of the operation diagram due to the occurrence of a delay, and shows an example of the operation diagram. If it is determined that a delay has occurred at the departure time t1 of the train at station A on the operation diagram, as shown in FIG. 5A, the difference Δt between the calculated getting-on / off time T and the stop time on the operation diagram is expressed as follows. The generated delay time. Then, the departure time of the A station of the train is set to the time t2 delayed by the delay time Δt from the time t1, and the arrival time t3 at the B station which is the next stop station of the train is delayed by the delay time Δt. The operation diagram is corrected at time t4. As a result, as shown in FIG. 5B, when the corrected arrival time t4 at the next stop station B is later than the departure time t5 at the station before the correction, The entire operation schedule after station B is shifted in the direction delayed by the delay time Δt and corrected.

  The train connection creation unit 130 creates a train connection between the stations that satisfies the optimum transit condition according to the behavior attribute, based on various schedules such as a plan diagram and an operation diagram.

  FIG. 18 is a diagram illustrating an example of a diagram. According to the figure, the time axis is the time and the vertical axis is the station, and the time schedule between each train station, the stop time at each station, etc. Yes. In addition, the corresponding train number is appended to each train line.

  19 and 20 are diagrams illustrating an example of a diamond network expressed by a PERT (Program Evaluation and Review Technique) network. The diagram network is generated for each behavior attribute based on the diagram. FIG. 19 is a diagram network whose behavior attribute is “early train selection type”, and FIG. 20 is a diagram network whose behavior attribute is “transfer avoidance type”. is there. Further, the diamond network is generated with any station in the diagram as a departure station and each other station as a destination station. FIGS. 19 and 20 are diagram networks each having A station as a departure station and other B and C stations as destination stations. The diamond network is generated based on a diagram in a predetermined time range. 19 and 20 are each a diagram network based on a diagram in the time range of “9: 00 to 9:30”.

  19 and 20, the diagram network includes a departure station node representing a departure station, a destination station node representing a destination station, an arrival event node representing arrival of each train at each station, and a station from each station of each train. It is composed of an originating event node representing departure and an arc representing a temporal dependency between the nodes.

  The arc connecting the departure station node to the event node at the departure station is weighted according to the time interval of the corresponding departure time. For example, in FIG. 19, “0” is weighted to the arc connecting from the node N1 representing the departure station to the node N2 representing one train originating from the A station that is the departure station, and 31 trains originating from the station N from the node N1. The arc connecting to the node N6 representing is weighted with “15” which is the time interval from the departure time of one train to the departure time of 31 trains at the A station.

  In addition, the arcs connecting the event nodes are weighted according to the time interval between the event occurrence time represented by the event node on the arc start point side and the event occurrence time represented by the event node on the arc end point side. Yes. In other words, the arcs (running arcs) from the originating event node to the terminating event node at different stations of the same train are weighted with the operating time between the corresponding stations of the train. For example, in FIG. 19, “10”, which is the operating time between A station and B station of 1 train, is shown in the arc connecting from node N2 representing A train of A train to node N3 representing B train arrival. It is weighted.

  In addition, an arc (stop arc) connecting an arrival event node to an originating event node at the same station of the same train is weighted by the stop time of the train at the station. For example, in FIG. 19, “2” which is the stop time at the B train station of 31 trains is weighted to the arc connecting from the node N 7 representing the 31 train train arrival at the B station to the node N 8 representing the departure from the B train station. Yes.

  In addition, arcs (transfer arcs) connecting departure event nodes to arrival event nodes in the same station of different trains are weighted with the time of departure time or arrival time of the corresponding train at that station. For example, in FIG. 19, an arc connecting node N3 representing the arrival at B station of one train to node N4 representing the departure from B station of 21 trains includes the arrival time of 1 train and the departure time of 21 trains at B station. “15” which is the hour and minute of the time interval is weighted.

  Further, according to FIG. 20, the configuration of the diagram network whose behavior attribute is “transfer avoidance type” is the same as the “early train selection type” shown in FIG. 19, but the weight of each arc is different. Specifically, a predetermined weight “15” is further weighted to an arc (transfer arc) that connects an arrival event node to an originating event node at the same station of different trains, that is, an arc corresponding to a train transfer. For example, in FIG. 20, an arc connecting node N1 to node N6 representing a transfer from 1 train to 31 trains at station A, an arc connecting node N3 to node N4 representing a transfer from 1 train to 21 trains at station B, Further, each of an arc connecting node N3 to node N8 representing a transfer from one train to 31 trains at station B, and an arc connecting node N4 to node N8 representing a transfer from 21 trains to 31 trains at station B are further provided. "15" is weighted. This is to satisfy the optimum transfer condition corresponding to the behavior attribute “transfer avoidance type” such as “select a train connection with a small number of transfers”.

  The train connection creation unit 130 creates a train connection that satisfies the optimum connection conditions based on these diamond networks. In other words, in a diagram network, a critical path (a path having the smallest total weight) from the departure station node to each destination station node is calculated, and the calculated path (route) is the optimum from the departure station to the destination station. Train connections that satisfy the conditions. That is, based on the diagram network shown in FIG. 19, a train connection having an action attribute of “early train selection type” is created, and on the basis of the diagram network shown in FIG. Create a connection.

  Specifically, prior to the start of the simulation, the train transfer creation unit 130 sets the behavior attribute for each combination of the departure station and the destination station with all the stations in the target line as the departure station and the destination station. Train transfers that satisfy the optimal transfer conditions are calculated, and train transfer data 614 for each behavior attribute is created. That is, based on the plan diagram, a diagram network is generated for each action attribute for each station in the target line ward, with the station as a departure station and other stations as target stations. Then, based on the generated departure network for each departure station and each behavior attribute, the train connection between the corresponding departure station and each destination station is calculated, and train connection data 614 for each behavior attribute is created.

  In addition, during the execution of the simulation, the train connection creation unit 130 updates the train connection with the departure station as the departure station for each train arrival and departure at each station. That is, when arrival of a train is determined by the operation control unit 120, a diagram network starting from the station where the arrival is determined is generated for each action attribute based on the operation diagram. Then, based on the generated diagram network for each behavior attribute, the train connection data from the departure station to each other destination station is calculated and the train connection data 614 is updated. For example, when it is determined that a train arrives at D station, a diagram network starting from D station is generated for each action attribute based on the operation diagram at that time. And the train connection from D station to each other station is calculated, and the train connection which makes D station a departure station in the train connection data 614 is updated.

  When the operation control unit 120 determines that a train starts from one of the stations, it operates the diagram network that uses the station from which the departure is determined as the departure station based on the operation diagram as in the case of arrival. Generate for each attribute. Then, based on the generated diagram network for each behavior attribute, the train connection data from the departure station to each other destination station is calculated and the train connection data 614 is updated.

After the simulation is completed, the invalid value calculation unit 140 calculates the invalid value of the passenger for each of the plan diagram used for the simulation and the generated actual diagram. The passenger's invalid value U for the diamond is given by the following equation (4).

  In the above equation (4), α, β, γ, and δ are constants, for example, α = 0.199, β = 4.52, γ = 5.63, and δ = 1.202. Further, j is a set between stations that have passed by train in the actual travel route from the station where the passenger appears to the destination station. The actual travel route (action history) of the passenger is stored as a transfer plan 613h of the corresponding passenger data 613. tj is the travel time between the corresponding stations (that is, the boarding time), and Cj is the boarding rate between the corresponding stations. N is the number of transfers in the passenger's travel route. Tw is the waiting time of the passenger, and is the total waiting time at each transfer in the movement route. Tr is a passenger's boarding time, and is the sum total of boarding time of each train boarded in the movement route.

  The calculated invalid value is stored in invalid value data 625. FIG. 21 is a diagram illustrating an example of the data configuration of the invalid value data 625. According to the figure, invalid value data 625 stores passenger ID 625a, departure station 625b, arrival station 625c, and calculated invalid value 625d in association with each other. The invalid value 625d stores a value for each of the actual schedule and the planned schedule.

  During the execution of the simulation, the screen display control unit 150 causes the display unit 300 to display a display screen showing the simulation results up to the present time, and sequentially updates the display contents as the simulation progresses.

  Specifically, a diagram screen displaying a plan diagram and an actual diagram is displayed. FIG. 22 is a diagram illustrating an example of a diagram screen. According to the figure, on the diagram screen, the horizontal axis is the time, the vertical axis is the station, and the plan diagram that shows the plan diagram (indicated by the dotted line in the figure) and the actual diagram that shows the actual diagram. (Shown by a solid line in the figure) is superimposed. Further, the corresponding train number is appended to the train line of each diamond.

  In the plan diagram, all the diagrams in the time zone to be simulated are displayed and are not updated during the execution of the simulation. In the actual diagram, a diagram operated (simulated) up to the current simulation time is displayed, and sequentially updated as the simulation progresses. In addition, the train line of the track record is displayed in the color and thickness (line type) according to the degree of congestion (boarding rate) of the corresponding train and the degree of delay. Specifically, for example, train streaks between stations with a boarding rate exceeding 200% are displayed in “thick red”, and train streaks between stations with a boarding rate of 100% or more and less than 200% are “thin red”. Is displayed. In addition, train streaks between stations with a delay of 3 minutes or more are displayed as “thick blue”, and other stations are displayed as “thin blue”.

  Prior to the start of the simulation, the screen display control unit 150 causes the display unit 300 to display a diagram screen that displays a plan diagram based on the plan diagram data 521. During execution of the simulation, the actual diagram based on the actual diagram data 612 is displayed on the planned diagram, and the train arrives at the station by the operation control unit 120 at every arrival / departure of the train to the station. / Every time a departure is determined, the actual diagram is updated to update the display content of the diagram screen.

  In addition, when a train in the diagram is selected on the diagram screen, the screen display control unit 150 displays the train screen related to the selected train on the diagram screen as shown in FIG. FIG. 24 is a diagram illustrating an example of a train screen. According to the figure, the train screen 10 of the corresponding train, the boarding / alighting result 20, the passenger list 30, and the boarding situation 40 by position are displayed on the train screen.

  The timetable 10 is a schedule and actual timetable of the corresponding train. Specifically, the departure time (planned departure time) and arrival time (planned arrival time) for each of all stations in the operation section. ), Departure time (actual departure time) and arrival time (actual arrival time) on the actual schedule, delay time of the actual departure time with respect to the planned departure time, and delay time of the actual departure time with respect to the planned arrival time It is a list. The boarding / alighting record 20 is a list of the number of persons getting off and the number of boarding persons for all the stations in the operation section of the train. The passenger list 30 is a list of passengers of the train. Specifically, the passenger list 30 is a list of passenger IDs, appearance times, departure stations, destination stations, current positions, and transit plans of the corresponding passengers. The boarding situation 40 by position is the current boarding situation of the corresponding train. Specifically, the boarding number and boarding rate of each vehicle being organized are listed and selected from these vehicles. For the same vehicle, the number of passengers and the boarding rate for each door are also displayed. These diagrams 10, boarding / departure results 20, passenger list 30 and position-based boarding situation 40 are updated each time the train arrives / departs from the station.

  When one train line in the diagram is selected on the diagram screen, the screen display control unit 150 generates a train screen for the train corresponding to the selected train line and displays it on the currently displayed graph screen. Let That is, the schedule 10 based on the planned schedule data 521 and the actual schedule data 612 of the train, the actual boarding / determining result 20 based on the actual train data 622, and the passenger list 30 based on the train data 615 and passenger data 613 of the train Then, a train screen on which the boarding situation 40 by position based on the train data 615 of the train is displayed is generated. And whenever the operation control part 120 judges the arrival / departure of the said train to each station, the display content of this train screen is updated.

  Further, when the display of the station screen is instructed on the diagram screen, the screen display control unit 150 displays the station screen so as to overlap the diagram screen as shown in FIG. The station screen displays a staying number graph in which the current number of staying passengers is expressed as a bar graph for each station in the target line ward. This staying number graph is updated every time a train arrives / departs at each station.

  When the display of the station screen is instructed, the screen display control unit 150 generates a station screen on which the staying number graph based on the staying passenger data 624 is displayed, and displays the station screen so as to overlap the currently displayed graph screen. Then, every time each train arrives / departs at each station, that is, every time the operation control unit 120 determines that any train arrives / departs at any station, the display content of this station screen is updated.

[Process flow]
FIG. 26 is a flowchart for explaining the flow of the simulation process executed by the simulation apparatus 1. This process is realized by the CPU 100 executing the simulation program 510. According to the figure, CPU 100, first, as initial setting, the current time t is the simulation time is set to the start time _{t 0} of the predetermined simulation (step A1). Moreover, the operation control part 120 sets the plan schedule of each train to an operation schedule (step A3). Next, the screen display control unit 150 causes the display unit 300 to display a diagram screen that displays the planned diagram of each train (step A5). Subsequently, the train transfer creation unit 130 performs a train transfer creation process to create train transfer data 614 for each behavior attribute (step A7).

  FIG. 27 is a flowchart for explaining the flow of train connection creation processing. According to the figure, the train transit preparation part 130 performs the process of the loop B for every station in an object line section. In loop B, based on the operation diagram, a diagram network is generated for each action attribute with the station as a departure station and other stations as target stations (step B1). Then, based on the generated diagram network for each behavior attribute, the train connection from the departure station to each other destination station is calculated and stored in the train connection data 614 of the corresponding behavior attribute (step B3). The process of loop B is performed in this way. When the loop B for all the stations ends, the train transfer creation unit 130 ends the train transfer creation process.

  When the train connection creation process ends, simulation is started (step A9). That is, the passenger management part 110 performs a passenger appearance process, and makes a passenger appear at each station (step A11).

  FIG. 28 is a flowchart for explaining the flow of the passenger appearance process. According to the figure, the passenger management unit 110 performs the process of loop C for every station in the target line area. In the loop C, the passenger management unit 110 determines the number of passengers who have the station as the appearing station and the other stations as the target stations for each behavior attribute according to the passenger appearance probability table 522 (step C1). Next, the process of loop D is performed for each passenger determined to appear.

  In loop D, the boarding position of the passenger is determined probabilistically according to the boarding position selection probability table 523 corresponding to the target station (step C3). In addition, with reference to the train connection data 614 corresponding to the behavior attribute of the passenger, the train connection corresponding to the combination of the station (appearing station) and the destination station is set as the passenger's transfer plan (step C5). ). Then, the passenger appears at the station (step C7). The processing of loop D is performed in this way. When the process of Loop D for each passenger to appear is terminated and the process of Loop C for each of all stations is terminated, the passenger management unit 110 ends the passenger appearance process.

  When the passenger appearance process ends, the CPU 100 performs the process of loop A for every station in the target line area. In the loop A, first, the arrival process is performed (step A13).

  FIG. 29 is a flowchart for explaining the flow of the arrival process. According to the figure, the operation control unit 120 determines whether the current time during simulation (simulation time) is the arrival time at any station of any train based on the operation schedule. (Step D1: YES), it is determined whether or not the train (arrival train) can arrive with reference to the actual schedule or the like. If it is determined that the arrival is not possible (step D3: NO), the operation diagram is updated by delaying the arrival time of the arrival train at the station by a predetermined time (for example, 1 minute) (step D13).

On the other hand, if it is determined that arrival is possible (step D3: YES), the actual time schedule is updated with the current time as the actual arrival time of the train (step D5). Next, the train connection creation unit 130 updates the train connection data 614. That is, based on the operation diagram, a diagram network is generated for each action attribute with the station where the arrival train arrives (the arrival station) as the departure station (step D7). Then, based on the generated diagram network for each behavior attribute, the train connection from the destination station to each other destination station is calculated, and the train connection data 614 is updated (step D9). Thereafter, based on the updated train connection data 614, the passenger management unit 110 updates the connection plan after the arrival station for each passenger of the arrival train and the staying passenger at the arrival station (step D11).
When the above process is performed, the arrival process is terminated.

When the arrival process is completed, the departure process is performed (step A15).
FIG. 30 is a flowchart for explaining the flow of the departure processing. According to the figure, the operation control unit 120 determines whether the current time during the simulation is the departure time from any station of any train based on the operation schedule, and if it is the departure time (step E1: YES), it is determined whether or not the train has been updated at the station. If the departure time has been updated (step E3: YES), the actual time schedule is updated using the current time as the actual departure time of the departure train (step E21).

  On the other hand, if it is not updated at the time of departure (step E3: NO), the train connection creation unit 130 then updates the train connection data 614. That is, on the basis of the operation diagram, a diagram network is generated for each action attribute with the station (departure station) from which the departure train departs as the departure station (step E5). Then, based on the generated diagram network for each behavior attribute, the train connection from the departure station to each other station is calculated, and the train connection data 614 is updated (step E7).

  Thereafter, the passenger management unit 110 updates the train connection after the departure station for each passenger of the departure train and the staying passenger at the departure station based on the updated train connection data 614 (step E9). Subsequently, the passenger management unit 110 performs a boarding / exiting process for passengers of the departure train and staying passengers of the departure station (step E11).

  FIG. 31 is a flowchart for explaining the flow of the getting-on / off process. According to the figure, the passenger management part 110 performs the process of the loop E for every boarding position of a departure train. In loop E, passengers getting off at the departure station are determined from among the passengers at the boarding position of the departure train (step F1), and the determined passengers are removed from the departure train (step F3). Then, the number of passengers who get off from the boarding position is calculated (step F5).

  Further, the passenger management unit 110 determines a passenger who gets on the departure train from the boarding position from among the staying passengers at the departure station (step F7), and calculates the number of passengers judged to get on (planned number of passengers). (Step F9). Next, a virtual boarding rate at the boarding position when it is assumed that a passenger who has decided to board is boarded is calculated (step F11), and it is determined whether the calculated virtual boarding rate exceeds a predetermined upper limit boarding rate.

If the virtual boarding rate does not exceed the upper limit boarding rate (step F13: NO), all passengers determined to get on board the boarding train (step F23). On the other hand, if the calculated virtual boarding rate exceeds the upper limit boarding rate (step F13: YES), the number of passengers who can board (the number of boarding people) whose virtual boarding rate does not exceed the upper limit boarding rate is calculated (step F15). . Then, from the passengers judged to get on, only the calculated number of passengers that can be boarded are selected (step F17), and the selected passengers are boarded on the departure train (step F19). And the number (passenger number of passengers) boarded from the said boarding position is calculated (step F21).
The process of loop E is performed in this way. When the loop E process for all the boarding positions is completed, the passenger management unit 110 ends the boarding / alighting process.

  When the boarding / alighting process is completed, the operation control unit 120 calculates a boarding / alighting time for each boarding position of the departure train (each door of each vehicle) (step E13). A boarding / alighting time is set (step E15). Then, based on the calculated boarding / alighting time, it is determined whether a delay occurs in the departure train (step E17). If it is determined that there is no delay (step E19: NO), the actual time schedule is updated with the current time as the actual departure time of the departure train (step E21).

On the other hand, if it is determined that a delay occurs (step E19: YES), the operation control unit 120 calculates the difference between the calculated boarding / alighting time and the stop time on the operation schedule as a delay time Δt (step E23). The operation diagram is updated with the departure time of the departure train at the departure station as a time delayed by the calculated delay time Δt (step E25). At this time, with the update of this operation diagram, the operation diagrams of other trains are corrected as necessary. Then, it is assumed that the departure update at the station of the departure train is “completed” (step E27).
When the above processing is performed, the departure processing is terminated.

  When the departure process is completed, the CPU 100 ends the loop A. Then, when the loop A for all the stations is completed, the screen display control unit 150 performs display screen change processing (step A17).

  FIG. 32 is a flowchart for explaining the flow of the display screen changing process. According to the figure, the screen display control unit 150 first updates the actual diagram of the diagram screen based on the actual diagram (step G1). Next, it is determined whether or not the train screen is being displayed while being superimposed on the diamond screen. If the train screen is being displayed (step G3: YES), the train data 615, the actual diagram data 612, the actual getting on / off data 622, etc. of the corresponding train are used. The display content of the train screen is updated (step G5). Then, it is determined whether an instruction to end the display of the train screen has been input. If it has been input (step G7: YES), the display of the currently displayed train screen is ended (step G9).

  If the train screen is not being displayed (step G3: NO), the screen display control unit 150 subsequently determines whether or not the station screen is being displayed over the diamond screen. If the station screen is being displayed (step G11: YES), the display content of the station screen is updated based on the staying passenger data 624 (step G13). Then, it is determined whether or not an instruction to end the display of the station screen has been input. If it has been input (step G15: YES), the display of the currently displayed station screen is ended (step G17).

If the station screen is not being displayed (step G11: NO), it is determined whether any train in the diagram on the diagram screen has been selected. If a train is selected (step G19: YES), the train screen of the selected train is displayed based on the train data 615, the plan diagram data 521, the actual diagram data 612, the actual getting on / off data 622, etc. (Step G21). If no train is selected (step G19: NO), it is determined whether or not an instruction to display the station screen has been input. If it has been input (step G23: YES), based on the staying passenger data 624. The station screen is displayed on the diamond screen (step G25).
When the above processing is performed, the screen display control unit 150 ends the display screen change processing.

When the display screen changing process is finished, the CPU 100 determines whether or not the current time t has reached a predetermined simulation end time. If not (step A19: NO), the CPU 100 sets the current time t to a predetermined value. Advance by time (step A21), and return to step A11. On the other hand, if the current time t has reached the end time (step A19: YES), the simulation ends (step A23). And the invalid value calculation part 140 calculates the invalid value of each passenger with respect to each plan schedule and a performance diagram (step A25).
When the above processing is performed, the simulation processing ends.

[Action / Effect]
As described above, in the simulation of the present embodiment, a passenger having a behavior attribute and a destination station set according to a passenger appearance probability table 522 that defines the appearance probability of the passenger for each combination of the appearance station and the destination station for each behavior attribute. Each passenger appearing at each station and the appearing passengers are controlled in their behavior (such as getting on and off the train) according to the transit plan set for the passenger. Further, according to a predetermined schedule, a delay or the like caused by getting on and off the train of each passenger at each station is calculated, and the operation of the train is controlled. In addition, the transit plans set for each passenger are updated from time to time based on train transit data 614 that stores the optimal train transit between stations, and this train transit data 614 is used for train operation. It is updated from time to time, and stores the optimal train connection at that time. In other words, the optimal train connection at that time, which is calculated based on the train operation that changes as the simulation progresses, is applied to each passenger as a transfer plan, and each passenger has an optimal connection at that time. Control based on the plan. Therefore, it is possible to faithfully reproduce the behavior of each passenger, thereby realizing a highly accurate simulation.

  It should be noted that embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can of course be changed as appropriate without departing from the spirit of the present invention.

The internal block diagram of a simulation apparatus. The data structural example of a passenger appearance probability table. Explanatory drawing of the appearance of passengers. Example data structure of passenger data. (A) Data structure example of boarding position selection probability table, (b) Explanatory drawing of determination of selection probability. Data configuration example of train connection data. Data configuration example of train data. Data configuration example of capacity data. Data structure example of stagnant passenger data. The data structural example of upper limit boarding rate data. The data structural example of passenger number data. Data configuration example of boarding / exiting result data. Data structure example of plan diagram data. Data configuration example of operation diagram data. Example of data structure of track record data. The data structural example of boarding / alighting time data. Explanatory drawing of operation schedule correction by generation | occurrence | production of a delay. An example of a diamond. An example of a diagram network in the case of the behavior attribute “early train selection type”. An example of a diagram network in the case of an action attribute “transfer avoidance type”. Data configuration example of invalid value data. An example of a diamond screen. An example when the train screen is superimposed on the diamond screen. An example of a train screen. An example of a station screen. The flowchart of a simulation process. The flowchart of the train transfer creation process performed during a simulation process. The flowchart of the passenger appearance process performed during a simulation process. The flowchart of the arrival time process performed during a simulation process. The flowchart of the starting process performed during a simulation process. The flowchart of the boarding / alighting process performed during a departure process. The flowchart of the display screen change process performed during a simulation process.

Explanation of symbols

1 Simulation device 100 CPU
110 Passenger Management Unit 120 Operation Control Unit 130 Train Transfer Creation Unit 140 Invalid Value Calculation Unit 150 Screen Display Control Unit 200 Input Unit 300 Display Unit 400 Communication Unit 500 Hard Disk (Storage Device)
510 simulation program 521 plan diagram data 522 passenger appearance probability table 523 boarding position selection probability table 524 capacity data 525 upper limit boarding ratio data 600 RAM
611 Operation schedule data 612 Performance diagram data 613 Passenger data 614 Train connection data 615 Train data 621 Boarding / departure number data 622 Boarding / departure performance data 623 Boarding / departure time data 624 Stay passenger data 625 Invalid value data

Claims (9)

A timekeeping means that keeps time on the simulation,
Calculate train connections between stations that satisfy a predetermined optimum transit condition at the timing start time of the time measuring means based on given timetable data that defines the operation time including at least the arrival and departure times of each train station. A train connection calculation means for timing start
Latest train connection storage means for storing the train connection between the calculated stations as the latest train connection,
Train virtual operation control means for controlling virtual operation of each train along the diagram data according to the simulation time measured by the time measuring means,
Arrival / departure detection means for detecting that any train operated by the train virtual operation control means has arrived or departed at any station at the current simulation time being timed by the time measuring means,
When detection by the arrival / departure detection means is made, the latest train connection between the stations that satisfies the optimum transit condition with the detected arrival station as a starting point and another station as a destination station is the latest. Latest train connection update means for calculating train connections and updating train connections between corresponding stations stored in the latest train connection storage means,
Passenger appearance means for causing a virtual passenger set with a departure station and a destination station to appear at the departure station one after another,
When a new virtual passenger appears by the passenger appearance means, the departure station and the destination station of the virtual passenger stored in the latest train connection storage means at the time of departure as the train connection of the virtual passenger Passenger-specific train connection setting means to set up train connections between
When the detection is made by the arrival / departure detection means, the train connection set for each of the virtual passenger staying at the detected arrival station and the virtual passenger boarding the train that has arrived and departed Train-by-passenger updating means for each passenger that updates the train connection from the station to the destination station of the virtual passenger to the train connection between the stations stored in the latest train connection,
When the detection by the arrival / departure detection means is made, according to the train connection updated by the train-by-passenger update means, the virtual passenger staying at the detected arrival station has arrived A virtual passenger boarding / alighting control means for determining whether or not the boarding of the train is appropriate and whether or not the virtual passenger boarding the train is getting off and controlling the boarding / alighting of the virtual passenger with respect to the train;
Passenger management means for managing virtual passengers boarding each train according to the boarding / alighting control of the virtual passenger boarding / alighting control means,
As a program to make the computer function as. Causing the computer to function as a virtual boarding / alighting time calculating unit that calculates a virtual boarding / alighting time required for boarding / exiting a virtual passenger to / from the train by the virtual passenger boarding / alighting control unit;
The train virtual operation control means includes a getting on and off time adapting means for delaying the departure time of the train defined in the diagram data based on the virtual getting on and off time calculated by the virtual getting on and off time calculating means. The program according to claim 1 for causing a computer to function.   The train virtual operation control means includes operation restriction adaptation means for controlling the operation of the train by changing the arrival time of each station of each train defined in the diagram data so as to satisfy a predetermined train operation restriction condition. The program according to claim 1 or 2 for causing the computer to function. Causing the computer to function as boarding position setting means for setting the boarding position of each virtual passenger appearing by the passenger appearance means;
When the virtual passenger gets on the train by the virtual passenger boarding / alighting control means, the passenger management means gets on the boarding position set by the boarding position setting means, so that the virtual passenger for each boarding position of each train is obtained. Function the computer to manage,
A program according to any one of claims 1 to 3. Causing the computer to function as behavior attribute setting means for setting any one of the plurality of behavior attributes having different optimal transit conditions to each virtual passenger that has appeared by the passenger appearance means;
The time counting start time train transit calculation means and the latest train transit change means allow the computer to function so as to calculate a train transit satisfying a corresponding optimum transit condition for each behavior attribute,
The computer so that the train-by-passenger setting means and the passenger-by-passenger train connection updating means set the train connection corresponding to the behavior attribute set for the virtual passenger as the train connection of the virtual passenger. The program as described in any one of Claims 1-4 for functioning.   The diagram diagram based on the diagram data and the actual diagram diagram based on the operation results of each train operated by the train virtual operation control means are displayed and controlled in a superimposed manner, and the simulation time measured by the time measuring means The program as described in any one of Claims 1-5 for functioning the said computer as a diagram diagram display control means which updates and displays the said performance diagram diagram according to progress. Train selection means for selecting a train in the diagram and the actual diagram that are display-controlled by the diagram display control means according to the user's selection operation,
Based on the management content of the passenger management means, the list and / or the number of virtual passengers on the selected train are displayed and controlled, and the display content of the simulation time being timed by the time measuring means is displayed. Passenger display control means that updates sequentially as it progresses,
The program as described in any one of Claims 1-6 for functioning the said computer as.   The program as described in any one of Claims 1-7 for functioning the said computer as an invalid value calculation means which calculates the invalid value with respect to the said diamond data based on the movement history of each virtual passenger. A time measuring means for measuring the simulation time every moment,
Calculate train connections between stations that satisfy a predetermined optimum transit condition at the timing start time of the time measuring means based on given timetable data that defines the operation time including at least the arrival and departure times of each train station. A train connection calculating means for timing start time to
Latest train connection storage means for storing the train connection between the calculated stations as the latest train connection;
Train virtual operation control means for controlling virtual operation of each train along the diagram data according to the simulation time measured by the time measuring means,
At the current simulation time being timed by the time measuring means, the arrival and departure detection means for detecting that any train operated by the train virtual operation control means has arrived or departed at any station, and
When detection by the arrival / departure detection means is made, the latest train connection between the stations that satisfies the optimum transit condition with the detected arrival station as a starting point and another station as a destination station is the latest. Latest train connection update means for calculating train connections and updating train connections between corresponding stations stored in the latest train connection storage means;
Passenger appearance means for causing a virtual passenger set with a departure station and a destination station to appear at the departure station sequentially,
When a new virtual passenger appears by the passenger appearance means, the departure station and the destination station of the virtual passenger stored in the latest train connection storage means at the time of departure as the train connection of the virtual passenger Train connection setting means for each passenger to set the train connection between,
When the detection is made by the arrival / departure detection means, the train connection set for each of the virtual passenger staying at the detected arrival station and the virtual passenger boarding the train that has arrived and departed Train-by-passenger updating means for each passenger that updates the train connection from the station to the destination station of the virtual passenger to the train connection between the stations stored in the latest train connection, and ,
When the detection by the arrival / departure detection means is made, according to the train connection updated by the train-by-passenger update means, the virtual passenger staying at the detected arrival station has arrived A virtual passenger boarding / alighting control means for determining whether or not to board the train, and whether or not the virtual passenger boarding the train is to get off, and controlling the boarding / alighting of the virtual passenger to / from the train,
Passenger management means for managing virtual passengers boarding each train according to the boarding / alighting control of the virtual passenger boarding / alighting control means,
A simulation apparatus with

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